12/10 UPDATE: Video link showing initial dive out of the clouds and re-entry. www.cairnspost.com.au/news/national/security-camera-captures-moment-of-deadly-plane-crash-in-oregon/video/9a47ae495181bc2b50da95ef8e110230
Juan, it looks like he arrested the descent in that video but then seemed to climb dramatically. There is some visibility at the bottom of the arc, so why not just pull to wings-level, maintaining altitude, and just catch ones breath and get oriented before trying an ordinary climb again. It's an emergency. Forget about the route for 10 seconds, start an orderly climb, and ask ATC for vectors back onto the proper course once you have full control of the aircraft again? Instead, he seems to continue back into a steep climb, at which point he appears to stall and drop like a streamlined anvil. Perhaps the answer is panic and an adrenaline dump, but unlike Giant 3591, the bottom of the arc was still above the ground, leading to at least the possibility of a recovery.
I feel bad for the tower controller. He was very methodic and clear, tried to help the pilot understand what he needed to do. After he figured out he crashed, you can hear the voice change... very sad, tragic for all those involved. Excellent report, Juan.
He paused when the pilot didn't know brute 7. I suspect he was contemplating telling the pilot "look man, you need to know this departure procedure like the back of your hand in these conditions, if I have to spell out the name to you, you need to turn around and head back to the apron, I am canceling your IFR". I wish he had done that, but I understand his hesitation.
Juan, I usually concur with what you present on your channel but I do need to comment about the comment that IFR flight just is just too dangerous to be done by a lone pilot in a light single. I flew a well equipped and maintained Comanche 250 for business travel for close to 20 years without so much as a paint scrape! I’m instrument rated and always saw to it that I flew enough to stay IFR current. Did have my own personal minimums that were much higher than basic VFR which I never violated during the time I was flying a lot. No doubt this helped to keep me and my family alive and not scare anyone ! The instrument rating makes a better pilot in my opinion! If the instrument rating was required for all private pilots I suspect the accident rate would decline. It would not be popular but it would be good for the pilot community in general! Just my thoughts!
@@piperplaneguy how many times were you in IMC with an engine failure? Sure, if you are fortunate enough to never have any emergency situations, and you're rated and current (and not having a stroke) no one would expect issues. The thing is you shouldn't plan for nominal conditions, you plan for worst case. That is what Juan is talking about. You need to be able to conduct safe operations in an emergency. Emergencies are not "we give up and everyone dies" they are to be handled safely and the idea that the cognitive load on a single pilot in IMC in an emergency is within acceptable limits is definitely questionable.
Your descriptive monologues, along with supporting recorded material, really illustrates the real-time demands on GA pilots. I'm an old great-grandma who never had either opportunity or interest except for watching from the ground--I really appreciate your ability to teach, illustrate, tell a story, filling the blank spots I didn't even know were there. Like Sgt. Shultz, I still "know nothing" but I sure do appreciate being allowed to sit in a chair over here on the side as you share and teach. So fine. The things you shared over the weekend in NYC and London were a feast for the eyes. Thank you for doing what you do.
@BlackBaron 1944 Juan presents his own views based on his years of experience. He does not hide any facts, he just tells the ones he knows. Other channels have different perspectives and different ways of describing the incidents. VASAviation for example, as he showed, focuses on air traffic control conversations. The Flight Channel uses simulators to recreate incidents. Mini Air Crash Investigation focuses on the results of the investigation. etc. Juan's advantage is that he is able to get info on recent crashes very quickly.
As a retired 777 Cptn and actively flying my Aerostar I appreciate your perspective in these situations.Helps me stay within my personally imposed limitations.
This is beyond sad, so unnecessary. I’m just an everything related to aviation fan, never piloted myself or anything even near. I’m just really love it, learning a lot by your great videos. What I want to say is that being the complete novice I am, with the things learned from you Juan and other channels (and a huge fan of VASaviation of course!) even I hear what you hear; the pilot isn’t prepared, it’s a nightmare listening. Thanks for all the teaching moments, aviation related and otherwise.
@@DrHarryT That would be going way above and beyond their job description, IMO. With all they have going on, I'd imagine it's difficult to detect if someone may be in over their head. Some people might fly just fine, but stumble with the radio. I'd wager I'd have a tough time with comms, no doubt about it. Especially IFR comms. Maybe there was a vacuum pump failure and he lost his ability to have any situational awareness ... or maybe he really was in over his head and stalled, spun it straight down. We might never know.
All I can say Juan is that what you do is amazing. You provide a concise breakdown of the incident as far as you know it. I've listened to you for a long time and I have to believe that you have saved more than one pilot if only providing a wake up call to complacency. This must take up a fair amount of your time. Thank you for what you do.
“Complacency” is exactly the right word. I cringe when I think of all the times I could have been bit and was just young and lucky. Watching Juan break these crashes down can be cathartic.
I met a guy years ago that had an IFR equipped twin Cessna. When he bought it he talked to his wife about getting his IFR rating. He had to promise her to never fly in bad weather. He only flies IFR in VFR weather. If the weather gets bad when he’s traveling he’ll read a book and take in the local sights till the weather clears. Smart man.
That is the smartest use of a IFR certificate for general aviation pilots. You get all of the privileges of a IFR flight without the risk. Most general aviation pilots don't fly enough to stay proficient, and only do enough to maybe maintain currency.... Just enough to be dangerous.
They all should be required to have equal communication skills as well as in good english. I can't understand over half of them to this day. Speech skills are too overlooked.
When a commercial airline pilot with thousands of hours and many more hundreds of hours of training says, "I won't fly part 91 in crappy weather", that is saying something.
So sad, I remember way back flying with my dad (I wasn't a pilot) in IMC conditions and feeling somethings wasn't right...long story short, we came out of the clouds and I just remember seeing the terrain in the windscreen. Fortunately I'm here to write about it and my Dad called its quits after that. He had been flying for 25yrs and said, "that was a warning I don't need another one".
Usually, it's trying to see outside when you're in pea soup and ignoring your instruments which is ALL you have in that situation. GLUE YOUR EYES TO THE COCKPIT, FOCUS ON CLIMBING AT A SAFE RATE AND HEAD STRAIGHT TOWARDS THE NEAREST AIRPORT.
@@MrPaige222 I wouldn't say glue your eyes to the cockpit, training says "trust your instruments and perform crosschecks (including looking outside)." Fixating on your instruments is dangerous as well.
Thank you Juan. I can feel your pain in this one. Its waring on you. I know we all appreciate all the work you put into these videos for us, I guess i'm just trying to say take care of yourself bud. Your a father figure to many of us out here, we love you, and with that can sometimes feel your frustration and pain when reporting these incidents. this one being close to home must be even tougher . Thank you again for all your work. Have a Merry Christmas.
65 years ago this month, I lost my dad in a private plane crash, due to poor weather conditions. I sure like your 'credit card reference'. Maybe that simple gesture will catch on and save lives. Mike
I horificaly witnessed this entire flight from half mile east of departure at the critical last two minutes of twilight and it was grey. I heard normal climb and turn fading away and into a dive a normal climb and a final dive and. Sounded like loops. A few enlightened minutes
I'm no voice expert, but you can deduce from the sound of his voice, that he is tired. He's not pronouncing his words with conviction and strength. It would appear, just based on his transmissions, that he is inexperienced with IFR clearances and procedures. You are so right Juan about the risks involved. This pilot should have never taken off in that kind of weather, with his level of experience, or lack thereof. I feel for the tower controller, who was very patient with the pilot, and probably needs councilling as a result of the pilots death, and the circumstances surrounding it. Outstanding video and discussion as always Juan. Thank you.
Another brilliant video. The controller deserves a medal for keeping his cool and patience under all the conditions. Maybe we can find out more about him.
@@sanfranciscobay I listened to this video and did not hear any indication that English is not his native language. Some people just talk a bit slower out of longstanding habit. It's not called a Southern drawl for nothing. His ancestors may have come from a southern state, which would best explain his drawl. Or he could have experience as an elementary school teacher and is used to explaining things slowly to students. I got impressions of both from his speech.
Thanks, Juan, for another truthful explanation of another accident. Many years ago I was scheduled to fly commercially from Klamath Falls, Oregon to Portland, then home to Indiana. I think the aircraft was in Medford and then if there were no passengers waiting in Klamath Falls, they would fly directly to Portland. But on this foggy night I was there in Klamath and the two passengers waiting in Medford decided not to go with the flight to get me. They would wait in Medford. It was not foggy in Klamath Falls, but when we got back to Medford, the fog was as you say "soup". The two pilots and the stewardess with me as the lone passenger made three attempts to land in Medford. Each time the stewardess would hand me another complimentary bottle of whiskey. I only saw the ground once, a small utility building, I knew we were way off course. At that point the pilots made a beeline to Portland.
Back in the mid 70’s I had about 20 hours and flying solo from PTK Oakland MI down to Detroit and back. Beautiful VFR day but the smog from Detroit blew in. VFR to IFR in a minute. The plane was a Cessna 150 very little instruments. I contacted PTK tower. They transferred me to Flint Tower. They had me fly a box pattern. A twin engine turboprop flew next to me. I followed his tail back to the PTK airport. We landed, he went right and I took the left runway. My instructor always told me not to panic and trust the instruments. I was scared but never felt alone. The guys in the towers and those pilots got me home safely.
Man, I really feel terrible for that controller. He really did just about everything he could possibly do to help him. I can't help but think how terrible it would be to have someone to down on your watch like that
@@tgmccoy1556 Yeah , So sad , kinda gave his inexperience away with all the "errrs" between his callbacks . Its a job thats pressured enough without having to call Emergency Services a minute after talking to the Pilot ! What a Shame....
Agreed. Clear slow instructions and appropriate information without necessary distractions. Pilot sounded like fairly old fellow, we just have to come to terms with our limits as we age.
I listened to the radio transmission on the VAS Aviation video a few days ago, and immediately the impression was that the pilot of 64BR was not prepared. The fact that the controller had to explain so much of the instrument departure was particularly worrisome. You can even hear the uncertainty and worries in the pilot's voice, and yet he proceeded anyway. It is always more tragic when passengers or bystanders got killed. And by the way, I was also so impressed with the controller being so clear and deliberate, and I felt really bad that he had to deal with this accident.
They have been burning slash up on the Mountains. They might not have been prepared to be blacked out so totally by the pea soup stuff. I don't know which day was which but there's been some preternaturally thick stuff in the past couple of weeks. Don't want to start rumors- I don't know if these were the conditions at the time of the tragedy, but we've had a fair bit of do-not-drive weather here. Those thick black clouds just sit in the inversion layers.
I had the opportunity to speak with an NTSB investigator the day after the fatal crash of a Cessna 310 in IMC after it departed KRAL a few years ago. While speaking with him he looked up at the bright blue sky and said, “see that? Rarely do I need an umbrella when I investigate crashes”. Was an eye-opening statement and one I’ll never forget as a pilot. Thanks for what you do Juan!
Juan, you gave a perfect dissertation on this accident. Everything you said concerning IFR flight into IMC is right on the mark. General aviation pilots seem to think once qualified, always proficient and nothing could be farther from the truth. Single pilot IFR into IMC is extraordinarily difficult unless the pilot is highly experienced and proficient as in flying in IMC routinely. Clearly and sadly, this pilot was not.
You are so right. A pilot's training never really ends. Every flight should be considered a new learning experience. It takes many hours of flying to gain necessary skills. And even the most skilled and experienced pilots end their lives in crashes. A pilot should be careful not to become too complacent with his/her skill level. It seems that this particular pilot was overconfident in his skills, or perhaps in a bit of a hurry to leave the airport and get on his way, or else he would have waited for better weather and spent the extra time reviewing his flight plan.
The saddest part of this is that both of these crashes were easily avoidable. So many bad things in life are the result of a desire for immediate gratification and a lack of patience.
I had a friend who flew E-2 Hawkeyes off carriers in the Tonkin Gulf. When I knew him he was a pilot for a very prestigious lawyer's firm, with a pretty full work load. When he was retiring I asked him if he would continue to fly small planes for recreation. His answer: "Nope. Too dangerous."
I am friends with a guy who flew F4s in Vietnam. He retired a lt colonel then flew for ups for years. He never got checked out in a cessna - same thing - he said it was too dangerous.
As soon as the pilot says “will you call my turn” I had to stop listening. This pilot didn’t do any preflight planning or briefing prior to takeoff. He was behind the airplane before the chocks were removed. Thanks for a great explanation and unfortunately another training tool.
Agree. When he had to have the controller spell the departure I saw disaster. Given there's only 1 IFR departure out of Medford he should have known the departure. He should have already reviewed the plate before he left for the airport and possibly even flown it in his head before he left for the airport. He was behind the airplane before he left for the airport.
I was a little harsh in my original post. I was ticked off at the loss of life that could have been so easily avoided. It could have also been some form of diminished capacity on the part of the pilot. Fatigue, a mild stroke or any other issue associated with aging could be involved.
Juan: I was a newspaper photographer for thirty-nine years. I covered numerous avi-accidents in my career, and just realized that most of them WERE in IFR conditions. One was a helo flying for local TV station with people I knew aboard. Pilot "volunteered" to use the ship to rescue a guy from the top of city water tower, at night. Yes, rotor strike ensued. The guy on the tower was DOA anyway.
The pilot seemed very unsure of himself or inexperienced to me. I'm not used to someone with a multi-engine instrument rating sounding this inexperienced. I'm a student pilot just getting their Private license and even I know how to fly a SID already. Same for reading back all instructions, especially holding short.
I had all the single pilot IFR I wanted early in my career. All twins, mostly at night hauling cargo. I was lucky getting my first airline job in 1982. I never flew a light aircraft in IFR conditions again. Good report Juan.
Same here, Kevin747. That type of flying is a young man's game. This guy owned a Navajo. So he's probably got some time and understands the basics of IFR flying. The improper readback and confusion about calling his turn make me wonder if something neurological was going wrong. In this type of operation, two pilots are needed.
Juan this video was one of your more difficult, sad, and tragic videos to watch. I almost clicked off at the point when the pilot was still on the taxiway and holding for the incoming aircraft. It was clear that the pilot was under stress and overwhelmed even before wheels up. The ATC did everything he could. So sad as it didn't have to have the out come it did. Thank you for all you do Juan. Mahalo sir.
Man, I totally agree with you on small GA IFR flight. 57 years of flying -I’m fair weather only now. Your comment on lack of backup systems is right on Juan!!
For fun-fair weather flying-think Cub, summer day, door and window open. For transportation-above weather flying- think high bypass ratio turbine engine, 500+mph@35,000', robust anti icing, part 121.
My first instructor was fantastic... had the helmet on me by the second time up so I could experience what I couldn't see or feel. Excellent lessons which I'll never forget. IMO this Navajo pilot was not ready to go flying on this day... RIP. Live to fly another day... thanks Juan.
I am a retired Airline Captain and owned several light aircraft. My favorite plane was a Piper Twin Comanche. The cockpit was stuffed with equipment. I had excellent backup systems and practiced emergency procedures regularly. I had electric gyros, a flight director and a three axis autopilot. I had back up vacuum gyros. One alternator could supply all electrical equipment. Same with vacuum pumps. With the above in mind I did not hesitate to stay on the ground in iffy weather. The best safety equipment is a hotel room, then fly when it’s safe.
So say your light twin has modern GPS & autopilot. Your plane has FIKI icing capabilities, it's either a turbo piston like a Baron TC or a Cessna 421. Or a king air. Would you still not choose to fly a capable light twin in these conditions. Is it mainly a weight factor with a mid sized learjer, an ATR turbo prop with extremely powerful jet engines that allow you to feel safer. Why wouldn't you fly if your plane was a Baron TC twin or a Cessna 340, 414 or a 421?
My old man used to say “we do our absolute utter best to try to kill ourselves involuntarily in Part 91 before 1200 hours”. So True. Yesterday I pinch hit for a friend in a 206 and the passengers arrived after sunset. Even though you can, night or IMC flying in singles doesn’t mean you should. Pulled the overnighter with whatever nuisances that may have causes these folks, but I’m back home safe and stress free.
Juan, I readily confess that I'm not a pilot. I am, however a keen student of accidents, and very familiar with the factors that many have in common. I watch aircraft channels such as yours for clues, many of which, like complacency, are common to accidents in outdoor recreation. I've toyed for decades with an itch to fly. I'm dissuaded by channels such as yours, which, rather than glorifying how much FUN it is, temper that image with a very realistic assessment of the complexity of flight and the many ways in which things can get quickly - and fatally - out of hand. Thank you for all you do to promote safety.
Juan, it’s appreciated to hear a pro say he doesn’t mess with IMC in light aircraft. Pilots lacking proficiency for instrument conditions need to know it’s ok not to fly in IMC, you’re not less of a man or pilot for getting out the credit card and watching some TV.
I flew the DC-10 -40 for Japan airlines. We didn’t have FOQA, nothing to rat us out to the company. But we had G meters, I wrote them up, regularly, we used the dual land system and landed slightly hard in bad weather. But we never hid anything. The company knew, that the DC-10-40 was one of Japan airlines finest airplanes, no losses, no deaths. I’m proud to be a part of that legacy.
Juan, I hope you do read this. I was stationed at Grissom AFB, IN. It was the winter of 78-79. A civil pilot in a small aircraft got caught in IFR conditions ( it was cold, moderate snow, with low ceilings). The pilot was not IFR qualified. He didn't panic and trusted his instruments. He was vectored to Grissom as we had Rapcon (Radar Approach Control) and 2 miles of 300 foot wide runway. He successfully got to Grissom and was picked up by Rapcon. He got onto the glideslope just fine in IFR. On final near the end of the east end of the runway as he broke out of the soup, he got confused by all the lights to his left. That was where our alert KC-135s were parked on the alert christmas tree. He thought that was the runway. Despite Rapcon telling him to stay straight on course, he turned left and crashed head on into one of the unused nuclear weapons bunkers killing him and his passenger. At the time I was dating a lady that worked as a tech in the base hospital ER. She had to go out and help dig their remains out of the crashed airplane ruining her white uniform. Not fun! Juan, the point here is if you are not going to think of your own safety, think of the stress and trauma you will cause others that have to get your smashed body out of the wrecked aircraft.
As a additional note about Medford and IMC operations part 91 single pilot I have a LOT of background in the business of hard upsets in IMC operations . Many decades ago I was a cofounder of a small aerospace company that developed and certified Speedbrakes, Pulselights and Standby Vacuum Systems for aircraft. The Standby Vacuum System had somewhat limited capabilities so during the testing program I was able to observe many many pilots become upset under the hood as the gyros slowed down and started the accident chain of events that if not mitigated was always fatal .......always. It was chilling to sit by and watch highly time Inst rated pilots lose control trying to fly a highly unstable turn coordinator in even light chop and gradually lose control of the aircraft......chilling......and yes i have white hair ....and no I do not fly IMC anymore...... Best single pilot part 91 IMC is to fly VFR conditions with IMC practice and a good safety pilot.....don't kill others and yourself....
I'm a northern California transplant to Medford four years ago after I retired at 56. I'm about to start the process of getting my pilots license, so this is very real for me. I really appreciate your opening comments Juan, coming from you. I have always wanted to fly and now is my chance.
Thank you Juan. This one is a bit tougher as my daughter and 3 grandkids were driving near the Dealership on the way home (they live about 3000 ft from the impact site) and "saw the brightening" through the fog, and then the ambulance, but had no idea what happened until about 15 minutes later. She was very upset, as were her children, and I dug up what I could from Flight Aware and did the "back and forth" with her to help clarify what likely occurred. It looked to me like an IMC "behind the aircraft" loss of spatial on outbound, and the "graveyard" accelerated stall. When I heard the PIC call out asking if the tower was going to provide vector to LANKS, that he was in trouble. (but that with hindsight knowing he had crashed). It is still chilling to "realize" the moment that it is likely too late, and that the PIC knew. God rest their souls. More than 28 Class-A and many with loss of life in my military career that I was connected to, and I thought time would "heal", but everyone of these, most preventable tragedies, just bring them all back to "now". What you and others have taken on to help provide clarity, understanding and teaching moments is most commendable. Thank you for your continued service to all who aviate and benefit from same.
Thanks Juan, cannot describe how much I appreciate your engagement for all of us. I am 56 and currently just busy with my PPL(A) in Germany, hoping to finish in next summer. Your Channel is very important to me, still looking for orientation, learning so much from you. Especially when you said, that you don’t fly yourself in IMC with small aircrafts. For me That was the most important statement so far! Thank you so much! Which you all the best, have a merry Christmas!
... and there we have a demonstration of the importance of proper flight planning. The number and type of questions asked about the SID shows little or no prior familiarisation with what was required.
You know Blanco is quality when you have watched years, but never held a stick, listen to a crash on VASA and your brain goes "Hey, man, you should know this!". Only to hear the same comment here a day later. Thank you, sir, for being a better educator than most professors I have had.
Your analysis and command of the subject are exceptional. The time you take to put these presentations together is apparent. I applaud your efforts and hope you continue. Thank you for your service to the general aviation community.....
Yet another tragic air accident. Thanks for telling what you can so succinctly, I’m not a pilot but I understand everything you put down. That closure music just adds the chills to the end too…
As usual, your analysis of this accident is spot on! THANK YOU!!! First off, I wish ALL controllers had the time to speak with such diction. WOW. Having flown in and out of KMFR in IMC with X-Plane 11 in my B-58, that can be one hairy ILS/SID experience. The entire playback is crazy! The SkyWest pirep of “minimums” should have been a HUGE red flag to this gentleman at the “hold short” point, and time to taxi back to the FBO. His inability to interpret the SID as well! Thank you so much for your constant attention and helping all of us understanding SAFETY (which is why my G A IMC experience is in the sim…:-)). A senseless accident destroying a beautiful G A twin, and costing two lives…. Just a shame. Keep ‘em coming, and fly SAFE up there, Sir!
My old boss and landlord was a BOAC and BA Captain. We have a farm strip and he owns a genuine Warbird Cub. As he reached his late 70s he became a total fair weather and hyper cautious flyer. Sometimes saying "I don't like flying!" Now I'm nearly 70, I'm beginning to get it. Now, what did I come upstairs for.... Thanks Juan..
I listened to the audio and this Controller was the consummate professional. You know it hurts them deeply when this happens. RIP and condolences to the family of who apparently were a lovely couple.
Love the channel Juan... I remember I had a flight instructor who was a navigation aide check pilot for the FAA. I remember two things he constantly drilled into me: 1. ALWAYS have an out. 2.Your default position should be "no-go" unless all things are in order (The plane, the pilot, the plan).
Having flown many IFR flights, and being told back when I was 16 or so the importance of believing your instruments, having it pounded in my brain for years, I guess I'll never understand why Qualified IFR pilots can not seem to understand that. If you are not well practiced for God's sake stay on the ground. An IFR endorsement is not a ticket to kill yourself and others.
Very true, lee adams. I'm wondering, also, about what his neurological status was. This was an older male who had to have controllers read back clearance instructions multiple times, made an improper hold short read back and queried about a basic IFR procedure. The man owned a Navajo Chieftain, so this was likely not his first rodeo....
Its a human issue. You can train to do an unnerving task many times in a controlled environment, but when the moment of truth finally comes, you revert to pre-training mental processes. This guy may have been certified, but never had to use those skill sets in a for real situation. For some ppl the training only becomes ingrained properly after it has come into play on a handful of actual situations.
@@razorfett147 Yesiree...training processes need revamped if this is the typical result. Or, pilots should show evidence of their experienced past that they've encountered what they trained for regularly. Anyone can train to be a something and well versed in it but if you don't use or perform it for 3 to 4 months, you won't likely be on top of your game.
Thanks as always JB. I had the go or stay conversation with a very good friend three days before he crashed himself and his pregnant wife into trees just off the runway at RDU. He had tried to land 2x at a different airport and then diverted to RDU for an ILS approach. The report says he crossed the center line several x before hitting some treetops and then impacting the terrain. Ceiling was 200ft. Was a very hard week for those of us who had just seen the two of them, but I play back that conversation in my head every time I think I have to get someplace, no matter the method of transport…
Thank you for that opening monologue Mr. Brown! Probably saved a few lives. Made me think about some of the dumb situations I’ve gotten myself into over the years. You get away with it until you don’t, and there’s no re-do.
Really glad to have your program media....very informative and very knowledgeable ( if not all knowing) on the field of aviation. Not only do you give an accurate report but you always remind us the number one thing “SAFETY”. Kudos to you and hope you’ll be around for the longest time. Thanks and stay safe, A C
Thank you Juan for covering this tragedy.. I can remember some years ago when the airport would seed the fog to break it up and it looked like it snowed within about a 2 square mile area around the approach ends of the runway on the roadways surrounding the airport.. I live up in Creswell and my fuel tanker job has taken me across much of the state of Oregon.. Medford was one of the places that I delivered to on a regular basis so I understand the lay of the land and understand the departure he was trying to accomplish to leave that valley.. The fact that he was lost when he was on the ground was a sure sign that he would be lost shortly after takeoff!! Bless his heart!! If he needed to leave that bad, there are commercial flights that he could have taken, or better yet, wait out the weather in that motel room!! I am not sure of his experience level, but, once again, it seemed like he was way behind the curve on every step he took!!! It breaks my heart for his family and the other person on board!! Thanks again for the stellar job of covering these tragic events.. Your very much appreciated Juan!! Merry Christmas to you and your family!!!
To hear the pilots nervous voice prior to departure makes this tragedy that much worse. Abort and reschedule. Thank you Juan, I most certainly enjoy your channel.
I almost teared up when he said it.. those dps require extreme briefing if you are taking off into mininums. You have to be 99% flying and very little interaction with instruments during the initial portions .. Or you get disoriented in a hurry . He should have never left the ground without studying every step of the sid and asked questions on the ground. Or never left the ground period
@@wewk584 and single pilot IFR in a twin he was asking for serious problems by not having that down first. Picking up the clearance was bad enough. But one would hope he pulled out the procedure and looked at it. Once he got in the air and asked about having his turn called it was over already and not a thing anyone could do about it.
Yet another classic presentation Sir... The first seven minutes at least should be seen by us all in order to begin to understand Spatial Disorientation. A chilling reminder of the onset of Helmet Fire too. If only all controllers were able to be like that one, even for the experienced aviator.
Awesome teaching video once again Juan! Wow that AT Controller was absolutely amazing. If I could read his sub text, he was basically pleading for the guy to reconsider what he was doing. But that's not ATC's job--but this guy got as close to that without outright telling the guy to reconsider. Of course once the Navajo was off the ground, this flight was doomed. Fellow pilots--lets be smart out there!!!
Juan you are invaluable to the GA community as a private pilot I appreciate your no nonsense approach to flying. I am gonna get my instrument rating but I am with you I only want to fly in good weather.
It will help you, I think, to learn about weather radar. The systems on planes may not be as accurate as those at weather stations on the ground, but being able to interpret the info on the screen will help you decide what to do about weather in your flight path. And air traffic control can help you get around storms.
If I had a $1 for every time I ran into people with money but no grasp on personal minimums. The gentleman on the radio didn’t even sound confident enough to show he understood the aspect of operating on that kind of a weather environment. Thanks for the great video.
I heard the plane fly almost over our house. Planes on takeoff never go over us. It sounded like he made two turns over us and I told my wife that didn't sound good at all. 5 minutes later we got a text saying plane down in Airport Chevrolet. I was surprised I didn't hear the impact. After listening to your channel about plane accidents I had a pretty good idea what happened.
I hate this so much. I wish everyone would just take a step back and slow down, but I had a guy try and start a spiral on me this past weekend and my friend in Atlanta told me he’s had a couple recently. If nothing else, I hope that someone will read these comments and watch these videos and realize -that whatever is at the other end of that flight plan is not worth your life. Comprehensive review as always, good work JB.
As usual, very clear analysis. The controller was top notch throughout. The pilot sounds unsure even before taxiing. Sad. Thanks for your comments on this.
I'll be very honest here. I didn't care for Juan at first... I felt like he was too abrasive and called people out. I can tell you after giving him a chance and really watching his channel for months that has completely changed. After thinking about his message and his ongoing dedication I love the dude! He is like an educated father type trying to keep us all safe. Thank you Mr. Juan Brown for everything you do and the hard work you put into this channel not to mention the amazing advice and clarity that you give everyone! -Jason S.
Thank you for this. I'm 63 years old and I recently restarted my instrument training. I'd like to get my instrument rating. Why? Proficiency. I never flew better than when I was doing instrument training 20 years ago. I didn't finish (life). BUT... I have no intention to launch into IMC. I plan to maintain currency by flying approaches with an instructor until I can no longer keep up with everything that is going on in the aircraft, in IMC, in turbulence, with winds, fast talking controllers, and all of the things that can come at you. I fly for fun and to get from point A to point B when it's safe to do so. I feel that its important to be honest with yourself as you age. I haven't always done that. Lessons learned and all that. The video you didn't show was stunning, for lack of a better word. :( Graveard spiral...
I agree with Juan. I’ve been a private pilot for 42 years but never had any desire to get an Instrument ticket. I realized many years ago that I simply could never maintain competency in a very complicated system flying single pilot IFR. When the weather gets bad on a trip I just plan to make new friends wherever I am. My dad was a Navy flight instructor at Corpus Christie during WWII and I’ll never forget his advice when I told him that I first soloed. He said “That’s great son but always remember it’s a lot better to be down here wishing you were up there than up there wishing you were down here.” Advice I can live by. Very sorry to read about this accident. My condolences to the grieving family members and friends of the victims. R.I.P.
It’s almost as if the pilot had never flow a Departure Procedure before. Maybe he was used to getting vectors even when there was a published procedure. I’ve often experienced that as busy airports or busy airspace. You start to fly a procedure and ATC vectors you off it almost right away or they assign you runway heading and radar vectors instead of a published procedure. In ANY of those cases you need to have reviewed the available published procedures MULTIPLE TIMES ON THE GROUND preferably in the comfort of your home, hotel, or FBO. I’d also include approaches back into the airport and all approaches at your destination airport. One huge key to successful flying is KNOWING WHAT TO EXPECT and this is especially true for Single pilot IFR.
I work at the Medford airport and was down the street when this happened. This hits close to home as someone who's been looking into becoming a pilot and just went through ground school. I've worked at the airport the past 4 years. We've had very thick fog the past 2 weeks. When this pilot took off it was already at minimums. It's been so thick we've had planes come all the way to our airport from hubs and they've had to turn around and go back. That's common this time of year but it's been extra thick. I believe situational awareness and disorientation were a major factor. It almost sounds like he was suffering from a stroke. I'm not sure if this is a bad sign for me to become a pilot or what but like I said it hits close to home. I follow crashes all around the world every day and to have one happen in my hometown is surreal.
Yup, I thought stroke or Ambien or alcohol. I also live near Medford airport. The one instrument We all need to check even on the ground is the E.G.O guage. Your silly ego will kill You if not constantly cross checked.
Accidents happen, but with flying accidents, it’s predominantly the pilot’s decisions which can change the outcome. It’s important to understand how we make decisions, and overcome the tendency to make easy decisions, for the more considerate and difficult process of choosing humility over expedience.
I didn’t have any of these videos when I was flying. I wish I did. Your training plus experience AND these kinds of videos will keep you alive. Assuming videos like this scare the hell out of you and you actually LEARN from other peoples mistakes. Good skill to you. (I don’t like saying good luck in situations like flying)
Excellent training debrief Juan. Not being a pilot myself this is good training for me for the future. I've never heard an ATC speak as slowly as this before...very clear. On the other hand, it makes me wonder if there was some other emotional factor for this pilot to have to fly in IMC conditions.
So true Juan, I made it through my 47 years of flying and grew accustomed to the layers of safety I got from the training every six months . Did all the so called high risk stuff and much rather stay in a hotel. I don't have to be anywhere.
I feel odd clicking the like button when an accident is described, but a great video and learning moment. Thank you, and condolences to the friends and family of those l;ost.
I struggled with that a bit too- in the end, it IS about learning, and Juan is a masterful teacher. His videos are incredibly detailed and respectful. I would bet every cent I have that Juan has indeed saved a life or two. 🙌🏽
Just for clarification, Juan. There is three available SID’s for 14 out of KMFR. I agree with you that he should have been aware of the available departure procedures Great video!
Wow. Juan, I can't thank you enough for what you bring to the aviation community. Your passion for safe flying, combined with your expert analysis and commentary is greatly appreciated. Regarding the Medford, OR crash - I watched the VAS video yesterday and, despite already knowing the outcome, I would like to think I could have predicted the accident, based solely on the dialog between the pilot and the controller. The pilot's tone of voice and labored processing of information is symptomatic of an older person who is overestimating his capabilities.
Hi Juan. I enjoyed your video but I will tell you that after 61 years as a pilot and over 6k hours, I truly loved IFR flying and 99% was operated below FL 100. I started out in a 135 operation and spent most of my remaining years in part 91 including rotorcraft IFR. While I appreciate and respect your airline career and operations, small aircraft IFR operations can be performed safely. Unfortunately, not by all............
Yeah and those folks end up dead and on KR. Often killing innocent family and friends. Juan knows the dangers, he just doesn't need it. Family is more important.
I agree with you, but the data are also pretty clear about your last sentence. It might even be said, "by most." It takes the right combination of great awareness, solid training incl. AQP-type practice, currency, and equipment for it to be _consistently_ safe over years of time. Most people simply aren't going to have all that in place (plus a great sleep beforehand every time).
@@ReflectedMiles Agreed. There are plenty of avid part 91 IFR fliers out there, they just don't end up on KR. The check their ego at the FBO before departure!
Yes Juan, you are so right to broadcast all this great information. Fantastic that you can display the SID & the actual flight path of the aircraft. Most importantly, is the voice recording. As an old USAF ATC I can hear from the piolots voice he was not confident & insecure with IFR departure (and related next step maneuvers) for his flight. That controller could hear this as well, which is why he read the SID to the pilot...but the pilot must have been overwhelmed with flying-all tasks necessary to manipulate the machine/aircraft in 0 visibility as he was asking the controller to tell him when to turn...this was a huge indication that the pilot was just not experienced enough to fly the SID especially in bad/foggy conditions. So sad. Pilots just gotta practice & believe their (million $) instruments. Juan you mention all this at the beginning of video. Your presenting these accident reviews-with graphic flight path, verbal playback of pilot & ATC conversation is absolutely fantastic! This is real world training. So glad you are motivated to do this. Thank you!👍👍👍Carry on Sir!
Juan your explanations are great, thank you for another great video that goes beyond the plain technical reasons for these incidents. Hopefully small craft pilots are also watching and benefitting from your lessons.
Both of the flight controllers were fabulous -- both ground and tower! Kudos to them. While the loss of life on any aircraft is tragic, it's still not as tragic as losing an Air Search and Rescue crew, Air Ambulance crew (and possible patient in transport) or Air Fire Service crew. As usual, just a fantastic analysis Juan!
12/10 UPDATE: Video link showing initial dive out of the clouds and re-entry. www.cairnspost.com.au/news/national/security-camera-captures-moment-of-deadly-plane-crash-in-oregon/video/9a47ae495181bc2b50da95ef8e110230
Wow he pulled hard. I wonder if he blacked out or stalled it or both?
Wow, looks like a spin, full power stall. So sad.
Juan, it looks like he arrested the descent in that video but then seemed to climb dramatically. There is some visibility at the bottom of the arc, so why not just pull to wings-level, maintaining altitude, and just catch ones breath and get oriented before trying an ordinary climb again. It's an emergency. Forget about the route for 10 seconds, start an orderly climb, and ask ATC for vectors back onto the proper course once you have full control of the aircraft again? Instead, he seems to continue back into a steep climb, at which point he appears to stall and drop like a streamlined anvil. Perhaps the answer is panic and an adrenaline dump, but unlike Giant 3591, the bottom of the arc was still above the ground, leading to at least the possibility of a recovery.
Juan could you do a quick video about “helmet fire”? I think I understand it but… also, how to avoid it and if one gets it how to overcome it. Thanks
@@colonelrio7281 it’s really simple. When the space between your ears stops working that’s helmet fire.
"...only to have their memorial services held on a perfectly sunny, warm day". Truer words were never spoken.
I’m in the UK. It is staggering how often the day after an IMC related accident dawns bright and clear.
I feel bad for the tower controller. He was very methodic and clear, tried to help the pilot understand what he needed to do. After he figured out he crashed, you can hear the voice change... very sad, tragic for all those involved. Excellent report, Juan.
He paused when the pilot didn't know brute 7. I suspect he was contemplating telling the pilot "look man, you need to know this departure procedure like the back of your hand in these conditions, if I have to spell out the name to you, you need to turn around and head back to the apron, I am canceling your IFR". I wish he had done that, but I understand his hesitation.
@@homomorphic He probably would have if he had 20/20 hindsight.
ATC should have the authority to order a pilot back to the ramp when the pilot cleary shows incompetence as shown here in this video
Juan, I usually concur with what you present on your channel but I do need to comment about the comment that IFR flight just is just too dangerous to be done by a lone pilot in a light single. I flew a well equipped and maintained Comanche 250 for business travel for close to 20 years without so much as a paint scrape! I’m instrument rated and always saw to it that I flew enough to stay IFR current. Did have my own personal minimums that were much higher than basic VFR which I never violated during the time I was flying a lot. No doubt this helped to keep me and my family alive and not scare anyone ! The instrument rating makes a better pilot in my opinion! If the instrument rating was required for all private pilots I suspect the accident rate would decline. It would not be popular but it would be good for the pilot community in general!
Just my thoughts!
@@piperplaneguy how many times were you in IMC with an engine failure? Sure, if you are fortunate enough to never have any emergency situations, and you're rated and current (and not having a stroke) no one would expect issues. The thing is you shouldn't plan for nominal conditions, you plan for worst case. That is what Juan is talking about. You need to be able to conduct safe operations in an emergency. Emergencies are not "we give up and everyone dies" they are to be handled safely and the idea that the cognitive load on a single pilot in IMC in an emergency is within acceptable limits is definitely questionable.
Your descriptive monologues, along with supporting recorded material, really illustrates the real-time demands on GA pilots. I'm an old great-grandma who never had either opportunity or interest except for watching from the ground--I really appreciate your ability to teach, illustrate, tell a story, filling the blank spots I didn't even know were there. Like Sgt. Shultz, I still "know nothing" but I sure do appreciate being allowed to sit in a chair over here on the side as you share and teach. So fine.
The things you shared over the weekend in NYC and London were a feast for the eyes. Thank you for doing what you do.
Concur!
You know a lot more than Schulz Mrs. Torgerson.
Thanks Sharon
Agree!
I share your sentiments. Well said!
Sir, You are far better at covering aviation accidents than any professional news channel. Thank you for your hard work.
@BlackBaron 1944 Juan presents his own views based on his years of experience. He does not hide any facts, he just tells the ones he knows. Other channels have different perspectives and different ways of describing the incidents. VASAviation for example, as he showed, focuses on air traffic control conversations. The Flight Channel uses simulators to recreate incidents. Mini Air Crash Investigation focuses on the results of the investigation. etc. Juan's advantage is that he is able to get info on recent crashes very quickly.
That controller did everything right. Thank you for your debrief on this, as usual, respectfully done, with an emphasis on the safety.
That credit card looks like a pilot's best friend. The way you showed it as part of the intro really hit home.
As a retired 777 Cptn and actively flying my Aerostar I appreciate your perspective in these situations.Helps me stay within my personally imposed limitations.
you still look very young!
This is beyond sad, so unnecessary. I’m just an everything related to aviation fan, never piloted myself or anything even near. I’m just really love it, learning a lot by your great videos. What I want to say is that being the complete novice I am, with the things learned from you Juan and other channels (and a huge fan of VASaviation of course!) even I hear what you hear; the pilot isn’t prepared, it’s a nightmare listening. Thanks for all the teaching moments, aviation related and otherwise.
I'm almost surprised that ATC didn't ask him..."Are you sure you want to attempt this departure."
@@DrHarryT That would be going way above and beyond their job description, IMO. With all they have going on, I'd imagine it's difficult to detect if someone may be in over their head. Some people might fly just fine, but stumble with the radio. I'd wager I'd have a tough time with comms, no doubt about it. Especially IFR comms. Maybe there was a vacuum pump failure and he lost his ability to have any situational awareness ... or maybe he really was in over his head and stalled, spun it straight down. We might never know.
Well said. I am just like you. A lifelong aviation fan but have never been behind the stick.
@@paulg2132 Hello friend!
@@DrHarryT I agree - if that'd been me on ATC, I would have asked that question. Unfortunately we know what the answer would likely have been. :(
All I can say Juan is that what you do is amazing. You provide a concise breakdown of the incident as far as you know it. I've listened to you for a long time and I have to believe that you have saved more than one pilot if only providing a wake up call to complacency. This must take up a fair amount of your time. Thank you for what you do.
“Complacency” is exactly the right word. I cringe when I think of all the times I could have been bit and was just young and lucky. Watching Juan break these crashes down can be cathartic.
@@hscollier Well said
I met a guy years ago that had an IFR equipped twin Cessna. When he bought it he talked to his wife about getting his IFR rating. He had to promise her to never fly in bad weather. He only flies IFR in VFR weather. If the weather gets bad when he’s traveling he’ll read a book and take in the local sights till the weather clears. Smart man.
That is the smartest use of a IFR certificate for general aviation pilots. You get all of the privileges of a IFR flight without the risk.
Most general aviation pilots don't fly enough to stay proficient, and only do enough to maybe maintain currency.... Just enough to be dangerous.
The best part of being IFR certified is when flying VFR and you get caught in IFR conditions you will know what to do!
Smart man.
@@brucejones2354 “Best part of being IFR rated is not HAVING to use it.”
@@straybullitt This old Beech 18 pilot totally agrees with you Stray. Well said.
I’ve been flying for 10 years (believe or not), but this controller is an absolute A++, did everything he could and then some.
They all should be required to have equal communication skills as well as in good english. I can't understand over half of them to this day. Speech skills are too overlooked.
He sounded like he had a lot of experience with small plane pilots. Maybe some flying experience himself. Yes, great job in this situation.
Agree 100%
He sounded like a good 'instructor '. Very patient.👍
@@Garth2011 l
When a commercial airline pilot with thousands of hours and many more hundreds of hours of training says, "I won't fly part 91 in crappy weather", that is saying something.
It's like saying you won't cross the street on foot. There are busy streets and there are empty streets.
@@chuck_in_socal Flying in IMC conditions is nothing like crossing the street. What a foolish statement you have made.
@@HAL_NINER_TRIPLE_ZERO agreed it’s laughable
Yeah, it sure as hell is. And anyone with an ounce of sense will take that to heart and "use the credit card".
So sad, I remember way back flying with my dad (I wasn't a pilot) in IMC conditions and feeling somethings wasn't right...long story short, we came out of the clouds and I just remember seeing the terrain in the windscreen. Fortunately I'm here to write about it and my Dad called its quits after that. He had been flying for 25yrs and said, "that was a warning I don't need another one".
Do you remember what mistake led to that? I'm guessing wrong heading?
Usually, it's trying to see outside when you're in pea soup and ignoring your instruments which is ALL you have in that situation. GLUE YOUR EYES TO THE COCKPIT, FOCUS ON CLIMBING AT A SAFE RATE AND HEAD STRAIGHT TOWARDS THE NEAREST AIRPORT.
@@MrPaige222 I wouldn't say glue your eyes to the cockpit, training says "trust your instruments and perform crosschecks (including looking outside)." Fixating on your instruments is dangerous as well.
How in hell can a pilot fly for 25 years, and has obviously no glue how to use the instruments!?!
@@BradleySpahn Getting into an airplane, lol.
Thank you Juan. I can feel your pain in this one. Its waring on you. I know we all appreciate all the work you put into these videos for us, I guess i'm just trying to say take care of yourself bud. Your a father figure to many of us out here, we love you, and with that can sometimes feel your frustration and pain when reporting these incidents. this one being close to home must be even tougher . Thank you again for all your work. Have a Merry Christmas.
65 years ago this month, I lost my dad in a private plane crash, due to poor weather conditions. I sure like your 'credit card reference'. Maybe that simple gesture will catch on and save lives.
Mike
I horificaly witnessed this entire flight from half mile east of departure at the critical last two minutes of twilight and it was grey. I heard normal climb and turn fading away and into a dive a normal climb and a final dive and. Sounded like loops. A few enlightened minutes
Did they ever find your Dad?
Big hugs. Losing a parent, in my experience, never fades away.
I'm no voice expert, but you can deduce from the sound of his voice, that he is tired. He's not pronouncing his words with conviction and strength. It would appear, just based on his
transmissions, that he is inexperienced with IFR clearances and procedures.
You are so right Juan about the risks involved. This pilot should have never taken off in that kind of weather, with his level of experience, or lack thereof.
I feel for the tower controller, who was very patient with the pilot, and probably needs councilling as a result of the pilots death, and the circumstances surrounding it.
Outstanding video and discussion as always Juan. Thank you.
Another brilliant video. The controller deserves a medal for keeping his cool and patience under all the conditions. Maybe we can find out more about him.
He’s local to me.. awkward cadence in delivery for my liking, but always accurate, helpful and clear.
@@Jaserx Do you think English is his second language?
@@sanfranciscobay I listened to this video and did not hear any indication that English is not his native language. Some people just talk a bit slower out of longstanding habit. It's not called a Southern drawl for nothing. His ancestors may have come from a southern state, which would best explain his drawl. Or he could have experience as an elementary school teacher and is used to explaining things slowly to students. I got impressions of both from his speech.
Thanks, Juan, for another truthful explanation of another accident. Many years ago I was scheduled to fly commercially from Klamath Falls, Oregon to Portland, then home to Indiana. I think the aircraft was in Medford and then if there were no passengers waiting in Klamath Falls, they would fly directly to Portland. But on this foggy night I was there in Klamath and the two passengers waiting in Medford decided not to go with the flight to get me. They would wait in Medford. It was not foggy in Klamath Falls, but when we got back to Medford, the fog was as you say "soup". The two pilots and the stewardess with me as the lone passenger made three attempts to land in Medford. Each time the stewardess would hand me another complimentary bottle of whiskey. I only saw the ground once, a small utility building, I knew we were way off course. At that point the pilots made a beeline to Portland.
Back in the mid 70’s I had about 20 hours and flying solo from PTK Oakland MI down to Detroit and back. Beautiful VFR day but the smog from Detroit blew in. VFR to IFR in a minute. The plane was a Cessna 150 very little instruments. I contacted PTK tower. They transferred me to Flint Tower. They had me fly a box pattern. A twin engine turboprop flew next to me. I followed his tail back to the PTK airport. We landed, he went right and I took the left runway. My instructor always told me not to panic and trust the instruments. I was scared but never felt alone. The guys in the towers and those pilots got me home safely.
I Follow Rudders eh?
Thats amazing !! thank you for sharing
💟
Sometimes our guardian angel dishes up a dab of shit luck and it makes us better and wiser when we recognize it. lol.
Awesome ! So glad to hear this
Man, I really feel terrible for that controller. He really did just about everything he could possibly do to help him. I can't help but think how terrible it would be to have someone to down on your watch like that
It's like being a locomotive engineer and seeing some one on the crossing at 70mph.
No way you can do anything.
@@tgmccoy1556 Yeah , So sad , kinda gave his inexperience away with all the "errrs" between his callbacks .
Its a job thats pressured enough without having to call Emergency Services a minute after talking to the Pilot !
What a Shame....
Maybe Controller should have flown the plane. I am sure he could have done a better job.
Agreed. That controller had one of the best use phraseology and cadence I've heard in a long time. You can tell he has pride in his craft.
@@jameskim62 I'm sure any controller would be too smart to fly in that weather; standard fair weather flyers all.
That controller was fantastic. He did all he could.
Agreed. Clear slow instructions and appropriate information without necessary distractions. Pilot sounded like fairly old fellow, we just have to come to terms with our limits as we age.
I listened to the radio transmission on the VAS Aviation video a few days ago, and immediately the impression was that the pilot of 64BR was not prepared. The fact that the controller had to explain so much of the instrument departure was particularly worrisome. You can even hear the uncertainty and worries in the pilot's voice, and yet he proceeded anyway. It is always more tragic when passengers or bystanders got killed.
And by the way, I was also so impressed with the controller being so clear and deliberate, and I felt really bad that he had to deal with this accident.
I listened to the VAS Aviation tapes yesterday. Pilot was having problems before he even taxied.
Why because he asked for a couple spellings? That kind of thing happens all the time.
@@rileyk99 he clearly hadn't clapped his eyes on the plates before this flight.
I listened to them as well, and thought, this guy ain't flyin' no Navaho. He gave it a shot though.
They have been burning slash up on the Mountains. They might not have been prepared to be blacked out so totally by the pea soup stuff. I don't know which day was which but there's been some preternaturally thick stuff in the past couple of weeks. Don't want to start rumors- I don't know if these were the conditions at the time of the tragedy, but we've had a fair bit of do-not-drive weather here. Those thick black clouds just sit in the inversion layers.
@@rileyk99 You can tell in his voice the fella was unsure right from the get-go. He should have never bothered to taxi.
Juan that intro was spot-on and so emotional. You’re one of the good guys man.
I had the opportunity to speak with an NTSB investigator the day after the fatal crash of a Cessna 310 in IMC after it departed KRAL a few years ago. While speaking with him he looked up at the bright blue sky and said, “see that? Rarely do I need an umbrella when I investigate crashes”. Was an eye-opening statement and one I’ll never forget as a pilot. Thanks for what you do Juan!
Juan, you gave a perfect dissertation on this accident. Everything you said concerning IFR flight into IMC is right on the mark. General aviation pilots seem to think once qualified, always proficient and nothing could be farther from the truth. Single pilot IFR into IMC is extraordinarily difficult unless the pilot is highly experienced and proficient as in flying in IMC routinely. Clearly and sadly, this pilot was not.
You are so right. A pilot's training never really ends. Every flight should be considered a new learning experience. It takes many hours of flying to gain necessary skills. And even the most skilled and experienced pilots end their lives in crashes. A pilot should be careful not to become too complacent with his/her skill level. It seems that this particular pilot was overconfident in his skills, or perhaps in a bit of a hurry to leave the airport and get on his way, or else he would have waited for better weather and spent the extra time reviewing his flight plan.
The saddest part of this is that both of these crashes were easily avoidable. So many bad things in life are the result of a desire for immediate gratification and a lack of patience.
... or a mistaken belief in skills we think we have.
I had a friend who flew E-2 Hawkeyes off carriers in the Tonkin Gulf. When I knew him he was a pilot for a very prestigious lawyer's firm, with a pretty full work load.
When he was retiring I asked him if he would continue to fly small planes for recreation. His answer: "Nope. Too dangerous."
I am friends with a guy who flew F4s in Vietnam. He retired a lt colonel then flew for ups for years. He never got checked out in a cessna - same thing - he said it was too dangerous.
As soon as the pilot says “will you call my turn” I had to stop listening. This pilot didn’t do any preflight planning or briefing prior to takeoff. He was behind the airplane before the chocks were removed. Thanks for a great explanation and unfortunately another training tool.
I agree - was he in a rush for some reason or got there later then expected? Preflight into hard IFR at minimums is a must you'd think (
Agree. When he had to have the controller spell the departure I saw disaster. Given there's only 1 IFR departure out of Medford he should have known the departure. He should have already reviewed the plate before he left for the airport and possibly even flown it in his head before he left for the airport. He was behind the airplane before he left for the airport.
@@dennisrogers8107 ...That's why 121 pilots have:
1. A mandatory retirement age
2. A two pilot operation
I was a little harsh in my original post. I was ticked off at the loss of life that could have been so easily avoided. It could have also been some form of diminished capacity on the part of the pilot. Fatigue, a mild stroke or any other issue associated with aging could be involved.
Juan: I was a newspaper photographer for thirty-nine years. I covered numerous avi-accidents in my career, and just realized that most of them WERE in IFR conditions. One was a helo flying for local TV station with people I knew aboard. Pilot "volunteered" to use the ship to rescue a guy from the top of city water tower, at night. Yes, rotor strike ensued. The guy on the tower was DOA anyway.
Stay current AND proficient!!!! From his read backs it sounds like he had no business departing in those conditions. So very tragic.
The pilot seemed very unsure of himself or inexperienced to me. I'm not used to someone with a multi-engine instrument rating sounding this inexperienced.
I'm a student pilot just getting their Private license and even I know how to fly a SID already. Same for reading back all instructions, especially holding short.
@@grayrabbit2211 Either inexperienced or declining. I suspect the latter.
and currency does not equal profficiency!!!
You are right. It seems to me that either he was in a hurry to leave the airport, or overconfident in his skills, or both.
I had all the single pilot IFR I wanted early in my career. All twins, mostly at night hauling cargo. I was lucky getting my first airline job in 1982. I never flew a light aircraft in IFR conditions again. Good report Juan.
Same here, Kevin747. That type of flying is a young man's game. This guy owned a Navajo. So he's probably got some time and understands the basics of IFR flying. The improper readback and confusion about calling his turn make me wonder if something neurological was going wrong. In this type of operation, two pilots are needed.
Juan this video was one of your more difficult, sad, and tragic videos to watch. I almost clicked off at the point when the pilot was still on the taxiway and holding for the incoming aircraft. It was clear that the pilot was under stress and overwhelmed even before wheels up. The ATC did everything he could. So sad as it didn't have to have the out come it did. Thank you for all you do Juan. Mahalo sir.
Man, I totally agree with you on small GA IFR flight. 57 years of flying -I’m fair weather only now. Your comment on lack of backup systems is right on Juan!!
For fun-fair weather flying-think Cub, summer day, door and window open.
For transportation-above weather flying- think high bypass ratio turbine engine, 500+mph@35,000', robust anti icing, part 121.
This is so incredibly sad and yet one of your finest reports Juan. Appreciate your clear, concise and easy to follow synopsis.
My first instructor was fantastic... had the helmet on me by the second time up so I could experience what I couldn't see or feel. Excellent lessons which I'll never forget.
IMO this Navajo pilot was not ready to go flying on this day... RIP.
Live to fly another day... thanks Juan.
I am a retired Airline Captain and owned several light aircraft. My favorite plane was a Piper Twin Comanche. The cockpit was stuffed with equipment. I had excellent backup systems and practiced emergency procedures regularly. I had electric gyros, a flight director and a three axis autopilot. I had back up vacuum gyros. One alternator could supply all electrical equipment. Same with vacuum pumps.
With the above in mind I did not hesitate to stay on the ground in iffy weather. The best safety equipment is a hotel room, then fly when it’s safe.
So say your light twin has modern GPS & autopilot. Your plane has FIKI icing capabilities, it's either a turbo piston like a Baron TC or a Cessna 421. Or a king air.
Would you still not choose to fly a capable light twin in these conditions.
Is it mainly a weight factor with a mid sized learjer, an ATR turbo prop with extremely powerful jet engines that allow you to feel safer.
Why wouldn't you fly if your plane was a Baron TC twin or a Cessna 340, 414 or a 421?
@@Mikinct my airplane did not have the icing equipment. I flew it and IFR weather all the time but I didn’t have the level of comfort I had in a 737.
My old man used to say “we do our absolute utter best to try to kill ourselves involuntarily in Part 91 before 1200 hours”. So True. Yesterday I pinch hit for a friend in a 206 and the passengers arrived after sunset. Even though you can, night or IMC flying in singles doesn’t mean you should. Pulled the overnighter with whatever nuisances that may have causes these folks, but I’m back home safe and stress free.
Very nice video. When I was in flight school back in the 70s we were told if you “think” you can go, you don’t go.
Juan, I readily confess that I'm not a pilot. I am, however a keen student of accidents, and very familiar with the factors that many have in common. I watch aircraft channels such as yours for clues, many of which, like complacency, are common to accidents in outdoor recreation. I've toyed for decades with an itch to fly. I'm dissuaded by channels such as yours, which, rather than glorifying how much FUN it is, temper that image with a very realistic assessment of the complexity of flight and the many ways in which things can get quickly - and fatally - out of hand. Thank you for all you do to promote safety.
Juan, it’s appreciated to hear a pro say he doesn’t mess with IMC in light aircraft. Pilots lacking proficiency for instrument conditions need to know it’s ok not to fly in IMC, you’re not less of a man or pilot for getting out the credit card and watching some TV.
I flew the DC-10 -40 for Japan airlines. We didn’t have FOQA, nothing to rat us out to the company. But we had G meters, I wrote them up, regularly, we used the dual land system and landed slightly hard in bad weather. But we never hid anything. The company knew, that the DC-10-40 was one of Japan airlines finest airplanes, no losses, no deaths. I’m proud to be a part of that legacy.
well done on providing another excellent explanation for us non-pilots.
And for us GA pilots.
Thanks!
Thanks Glenn!
Juan, I hope you do read this. I was stationed at Grissom AFB, IN. It was the winter of 78-79. A civil pilot in a small aircraft got caught in IFR conditions ( it was cold, moderate snow, with low ceilings). The pilot was not IFR qualified. He didn't panic and trusted his instruments. He was vectored to Grissom as we had Rapcon (Radar Approach Control) and 2 miles of 300 foot wide runway. He successfully got to Grissom and was picked up by Rapcon. He got onto the glideslope just fine in IFR. On final near the end of the east end of the runway as he broke out of the soup, he got confused by all the lights to his left. That was where our alert KC-135s were parked on the alert christmas tree. He thought that was the runway. Despite Rapcon telling him to stay straight on course, he turned left and crashed head on into one of the unused nuclear weapons bunkers killing him and his passenger.
At the time I was dating a lady that worked as a tech in the base hospital ER. She had to go out and help dig their remains out of the crashed airplane ruining her white uniform. Not fun!
Juan, the point here is if you are not going to think of your own safety, think of the stress and trauma you will cause others that have to get your smashed body out of the wrecked aircraft.
As a additional note about Medford and IMC operations part 91 single pilot I have a LOT of background in the business of hard upsets in IMC operations .
Many decades ago I was a cofounder of a small aerospace company that developed and certified Speedbrakes, Pulselights and Standby Vacuum Systems for aircraft. The Standby Vacuum System had somewhat limited capabilities so during the testing program I was able to observe many many pilots become upset under the hood as the gyros slowed down and started the accident chain of events that if not mitigated was always fatal .......always.
It was chilling to sit by and watch highly time Inst rated pilots lose control trying to fly a highly unstable turn coordinator in even light chop and gradually lose control of the aircraft......chilling......and yes i have white hair ....and no I do not fly IMC anymore......
Best single pilot part 91 IMC is to fly VFR conditions with IMC practice and a good safety pilot.....don't kill others and yourself....
These type explanations are why I love the channel, making sense out of things for all of us regardless of background.
I'm a northern California transplant to Medford four years ago after I retired at 56. I'm about to start the process of getting my pilots license, so this is very real for me. I really appreciate your opening comments Juan, coming from you. I have always wanted to fly and now is my chance.
Thank you Juan. This one is a bit tougher as my daughter and 3 grandkids were driving near the Dealership on the way home (they live about 3000 ft from the impact site) and "saw the brightening" through the fog, and then the ambulance, but had no idea what happened until about 15 minutes later.
She was very upset, as were her children, and I dug up what I could from Flight Aware and did the "back and forth" with her to help clarify what likely occurred.
It looked to me like an IMC "behind the aircraft" loss of spatial on outbound, and the "graveyard" accelerated stall.
When I heard the PIC call out asking if the tower was going to provide vector to LANKS, that he was in trouble. (but that with hindsight knowing he had crashed). It is still chilling to "realize" the moment that it is likely too late, and that the PIC knew.
God rest their souls.
More than 28 Class-A and many with loss of life in my military career that I was connected to, and I thought time would "heal", but everyone of these, most preventable tragedies, just bring them all back to "now".
What you and others have taken on to help provide clarity, understanding and teaching moments is most commendable. Thank you for your continued service to all who aviate and benefit from same.
Thanks Juan, cannot describe how much I appreciate your engagement for all of us. I am 56 and currently just busy with my PPL(A) in Germany, hoping to finish in next summer. Your Channel is very important to me, still looking for orientation, learning so much from you. Especially when you said, that you don’t fly yourself in IMC with small aircrafts. For me That was the most important statement so far!
Thank you so much!
Which you all the best, have a merry Christmas!
... and there we have a demonstration of the importance of proper flight planning. The number and type of questions asked about the SID shows little or no prior familiarisation with what was required.
I couldn't believe it when he started doin' that, my first thought was; you don't belong there, and a crash is imminent.
You know Blanco is quality when you have watched years, but never held a stick, listen to a crash on VASA and your brain goes "Hey, man, you should know this!". Only to hear the same comment here a day later.
Thank you, sir, for being a better educator than most professors I have had.
What a blessing to be able to hear and see you. Thank You Juan. Brilliant. Situational awareness. This pp's lesson for the year.
I'm not a pilot, but I'm a big fan of aviation and a big fan of this channel. Juan, you make great videos, and you're truly a class act.
Your analysis and command of the subject are exceptional. The time you take to put these presentations together is apparent. I applaud your efforts and hope you continue. Thank you for your service to the general aviation community.....
Yet another tragic air accident. Thanks for telling what you can so succinctly, I’m not a pilot but I understand everything you put down.
That closure music just adds the chills to the end too…
As usual, your analysis of this accident is spot on! THANK YOU!!!
First off, I wish ALL controllers had the time to speak with such diction. WOW.
Having flown in and out of KMFR in IMC with X-Plane 11 in my B-58, that can be one hairy ILS/SID experience. The entire playback is crazy! The SkyWest pirep of “minimums” should have been a HUGE red flag to this gentleman at the “hold short” point, and time to taxi back to the FBO. His inability to interpret the SID as well!
Thank you so much for your constant attention and helping all of us understanding SAFETY (which is why my G A IMC experience is in the sim…:-)).
A senseless accident destroying a beautiful G A twin, and costing two lives…. Just a shame. Keep ‘em coming, and fly SAFE up there, Sir!
My old boss and landlord was a BOAC and BA Captain. We have a farm strip and he owns a genuine Warbird Cub. As he reached his late 70s he became a total fair weather and hyper cautious flyer. Sometimes saying "I don't like flying!"
Now I'm nearly 70, I'm beginning to get it.
Now, what did I come upstairs for....
Thanks Juan..
I listened to the audio and this Controller was the consummate professional. You know it hurts them deeply when this happens. RIP and condolences to the family of who apparently were a lovely couple.
Love the channel Juan... I remember I had a flight instructor who was a navigation aide check pilot for the FAA. I remember two things he constantly drilled into me: 1. ALWAYS have an out. 2.Your default position should be "no-go" unless all things are in order (The plane, the pilot, the plan).
That is wisdom for life, not just flying!
Sadly, it sounds like he was behind the aircraft long before he pushed the throttles up. Thanks Juan. This keeps us all a little sharper
Having flown many IFR flights, and being told back when I was 16 or so the importance of believing your instruments, having it pounded in my brain for years, I guess I'll never understand why Qualified IFR pilots can not seem to understand that. If you are not well practiced for God's sake stay on the ground. An IFR endorsement is not a ticket to kill yourself and others.
Very true, lee adams. I'm wondering, also, about what his neurological status was. This was an older male who had to have controllers read back clearance instructions multiple times, made an improper hold short read back and queried about a basic IFR procedure. The man owned a Navajo Chieftain, so this was likely not his first rodeo....
Being IFR trained and having the papers to prove it does nothing unless you practice it while at the stick. Like shifting gears...
Its a human issue. You can train to do an unnerving task many times in a controlled environment, but when the moment of truth finally comes, you revert to pre-training mental processes.
This guy may have been certified, but never had to use those skill sets in a for real situation. For some ppl the training only becomes ingrained properly after it has come into play on a handful of actual situations.
@@razorfett147 Yesiree...training processes need revamped if this is the typical result. Or, pilots should show evidence of their experienced past that they've encountered what they trained for regularly. Anyone can train to be a something and well versed in it but if you don't use or perform it for 3 to 4 months, you won't likely be on top of your game.
Thanks as always JB. I had the go or stay conversation with a very good friend three days before he crashed himself and his pregnant wife into trees just off the runway at RDU. He had tried to land 2x at a different airport and then diverted to RDU for an ILS approach. The report says he crossed the center line several x before hitting some treetops and then impacting the terrain. Ceiling was 200ft. Was a very hard week for those of us who had just seen the two of them, but I play back that conversation in my head every time I think I have to get someplace, no matter the method of transport…
Thank you for that opening monologue Mr. Brown! Probably saved a few lives. Made me think about some of the dumb situations I’ve gotten myself into over the years. You get away with it until you don’t, and there’s no re-do.
Really glad to have your program media....very informative and very knowledgeable ( if not all knowing) on the field of aviation. Not only do you give an accurate report but you always remind us the number one thing “SAFETY”. Kudos to you and hope you’ll be around for the longest time.
Thanks and stay safe,
A C
I love it when Juan breaks it down Barney-style for us. It's really helpful for those of us that are not pilots, just aviation enthusiasts!
Thank you Juan for covering this tragedy.. I can remember some years ago when the airport would seed the fog to break it up and it looked like it snowed within about a 2 square mile area around the approach ends of the runway on the roadways surrounding the airport.. I live up in Creswell and my fuel tanker job has taken me across much of the state of Oregon.. Medford was one of the places that I delivered to on a regular basis so I understand the lay of the land and understand the departure he was trying to accomplish to leave that valley.. The fact that he was lost when he was on the ground was a sure sign that he would be lost shortly after takeoff!! Bless his heart!! If he needed to leave that bad, there are commercial flights that he could have taken, or better yet, wait out the weather in that motel room!! I am not sure of his experience level, but, once again, it seemed like he was way behind the curve on every step he took!!! It breaks my heart for his family and the other person on board!! Thanks again for the stellar job of covering these tragic events.. Your very much appreciated Juan!! Merry Christmas to you and your family!!!
To hear the pilots nervous voice prior to departure makes this tragedy that much worse. Abort and reschedule. Thank you Juan, I most certainly enjoy your channel.
When he asked about calling his turn that was an “oh shit” moment. Even the controller knew he was in trouble and to watch him very close.
I almost teared up when he said it.. those dps require extreme briefing if you are taking off into mininums. You have to be 99% flying and very little interaction with instruments during the initial portions .. Or you get disoriented in a hurry . He should have never left the ground without studying every step of the sid and asked questions on the ground. Or never left the ground period
@@wewk584 and single pilot IFR in a twin he was asking for serious problems by not having that down first. Picking up the clearance was bad enough. But one would hope he pulled out the procedure and looked at it. Once he got in the air and asked about having his turn called it was over already and not a thing anyone could do about it.
As Smokey says, "Only YOU can prevent helmet fires!" Great reporr as always JB.
Solution...take the helmet off. Nah, that won't work either. Shit!
Yet another classic presentation Sir... The first seven minutes at least should be seen by us all in order to begin to understand Spatial Disorientation. A chilling reminder of the onset of Helmet Fire too. If only all controllers were able to be like that one, even for the experienced aviator.
Awesome teaching video once again Juan! Wow that AT Controller was absolutely amazing. If I could read his sub text, he was basically pleading for the guy to reconsider what he was doing. But that's not ATC's job--but this guy got as close to that without outright telling the guy to reconsider. Of course once the Navajo was off the ground, this flight was doomed. Fellow pilots--lets be smart out there!!!
Juan you are invaluable to the GA community as a private pilot I appreciate your no nonsense approach to flying. I am gonna get my instrument rating but I am with you I only want to fly in good weather.
It will help you, I think, to learn about weather radar. The systems on planes may not be as accurate as those at weather stations on the ground, but being able to interpret the info on the screen will help you decide what to do about weather in your flight path. And air traffic control can help you get around storms.
If I had a $1 for every time I ran into people with money but no grasp on personal minimums. The gentleman on the radio didn’t even sound confident enough to show he understood the aspect of operating on that kind of a weather environment.
Thanks for the great video.
I heard the plane fly almost over our house. Planes on takeoff never go over us. It sounded like he made two turns over us and I told my wife that didn't sound good at all. 5 minutes later we got a text saying plane down in Airport Chevrolet. I was surprised I didn't hear the impact.
After listening to your channel about plane accidents I had a pretty good idea what happened.
I also live near Medford airport
Juan, I am in your band, after 40 years of professional flying I too now only fly on good weather days.
Your explanation is so well researched and explained so that any non pilot could comprehend this event Well done!!!
I hate this so much. I wish everyone would just take a step back and slow down, but I had a guy try and start a spiral on me this past weekend and my friend in Atlanta told me he’s had a couple recently. If nothing else, I hope that someone will read these comments and watch these videos and realize -that whatever is at the other end of that flight plan is not worth your life.
Comprehensive review as always, good work JB.
As usual, very clear analysis. The controller was top notch throughout. The pilot sounds unsure even before taxiing. Sad. Thanks for your comments on this.
I'll be very honest here. I didn't care for Juan at first... I felt like he was too abrasive and called people out. I can tell you after giving him a chance and really watching his channel for months that has completely changed. After thinking about his message and his ongoing dedication I love the dude! He is like an educated father type trying to keep us all safe. Thank you Mr. Juan Brown for everything you do and the hard work you put into this channel not to mention the amazing advice and clarity that you give everyone! -Jason S.
Thank you for this. I'm 63 years old and I recently restarted my instrument training. I'd like to get my instrument rating. Why? Proficiency. I never flew better than when I was doing instrument training 20 years ago. I didn't finish (life). BUT... I have no intention to launch into IMC. I plan to maintain currency by flying approaches with an instructor until I can no longer keep up with everything that is going on in the aircraft, in IMC, in turbulence, with winds, fast talking controllers, and all of the things that can come at you. I fly for fun and to get from point A to point B when it's safe to do so. I feel that its important to be honest with yourself as you age. I haven't always done that. Lessons learned and all that. The video you didn't show was stunning, for lack of a better word. :( Graveard spiral...
I agree with Juan. I’ve been a private pilot for 42 years but never had any desire to get an Instrument ticket. I realized many years ago that I simply could never maintain competency in a very complicated system flying single pilot IFR. When the weather gets bad on a trip I just plan to make new friends wherever I am. My dad was a Navy flight instructor at Corpus Christie during WWII and I’ll never forget his advice when I told him that I first soloed. He said “That’s great son but always remember it’s a lot better to be down here wishing you were up there than up there wishing you were down here.” Advice I can live by.
Very sorry to read about this accident. My condolences to the grieving family members and friends of the victims. R.I.P.
we’ve had so many sad talks on Juan’s back porch 😢. all of us.
Hell its even hitting 2 per video , OMFG
People need to stop underestimating flying the aircraft solely by instruments. That would help.
@@MrFg1980 as in trust the instruments?
It’s almost as if the pilot had never flow a Departure Procedure before. Maybe he was used to getting vectors even when there was a published procedure. I’ve often experienced that as busy airports or busy airspace. You start to fly a procedure and ATC vectors you off it almost right away or they assign you runway heading and radar vectors instead of a published procedure. In ANY of those cases you need to have reviewed the available published procedures MULTIPLE TIMES ON THE GROUND preferably in the comfort of your home, hotel, or FBO. I’d also include approaches back into the airport and all approaches at your destination airport. One huge key to successful flying is KNOWING WHAT TO EXPECT and this is especially true for Single pilot IFR.
I personally think the pilot lost control when ATC told him they weren’t calling his turn and he became distracted looking for a copy of the SID.
I work at the Medford airport and was down the street when this happened. This hits close to home as someone who's been looking into becoming a pilot and just went through ground school. I've worked at the airport the past 4 years. We've had very thick fog the past 2 weeks. When this pilot took off it was already at minimums. It's been so thick we've had planes come all the way to our airport from hubs and they've had to turn around and go back. That's common this time of year but it's been extra thick. I believe situational awareness and disorientation were a major factor. It almost sounds like he was suffering from a stroke. I'm not sure if this is a bad sign for me to become a pilot or what but like I said it hits close to home. I follow crashes all around the world every day and to have one happen in my hometown is surreal.
Yup, I thought stroke or Ambien or alcohol. I also live near Medford airport. The one instrument We all need to check even on the ground is the E.G.O guage. Your silly ego will kill You if not constantly cross checked.
@@CatDaddySteve E.G.O. gage had me going! All I know about aviation is from these RUclips videos. Flew out of Medford one time.
Accidents happen, but with flying accidents, it’s predominantly the pilot’s decisions which can change the outcome. It’s important to understand how we make decisions, and overcome the tendency to make easy decisions, for the more considerate and difficult process of choosing humility over expedience.
I didn’t have any of these videos when I was flying. I wish I did. Your training plus experience AND these kinds of videos will keep you alive. Assuming videos like this scare the hell out of you and you actually LEARN from other peoples mistakes. Good skill to you. (I don’t like saying good luck in situations like flying)
As aways Great tecnical explanation! We learn with error of others . Só sad the miss of their lives.
Excellent training debrief Juan. Not being a pilot myself this is good training for me for the future. I've never heard an ATC speak as slowly as this before...very clear. On the other hand, it makes me wonder if there was some other emotional factor for this pilot to have to fly in IMC conditions.
Juan-as a physics teacher I’m so proud you correctly identified centripetal force! Thank you! Keep up the good work, stay safe!
Thank - you for being a teacher and being a blessing to your students!
So true Juan, I made it through my 47 years of flying and grew accustomed to the layers of safety I got from the training every six months . Did all the so called high risk stuff and much rather stay in a hotel. I don't have to be anywhere.
I feel odd clicking the like button when an accident is described, but a great video and learning moment. Thank you, and condolences to the friends and family of those l;ost.
I struggled with that a bit too- in the end, it IS about learning, and Juan is a masterful teacher. His videos are incredibly detailed and respectful. I would bet every cent I have that Juan has indeed saved a life or two. 🙌🏽
nothing you do now, here, affects the past outcome. it's okay
Just for clarification, Juan. There is three available SID’s for 14 out of KMFR. I agree with you that he should have been aware of the available departure procedures
Great video!
This is the best description I have ever seen.
Wow. Juan, I can't thank you enough for what you bring to the aviation community. Your passion for safe flying, combined with your expert analysis and commentary is greatly appreciated. Regarding the Medford, OR crash - I watched the VAS video yesterday and, despite already knowing the outcome, I would like to think I could have predicted the accident, based solely on the dialog between the pilot and the controller. The pilot's tone of voice and labored processing of information is symptomatic of an older person who is overestimating his capabilities.
You do a really good job of explaining these accidents. You quickly realize these pilots are in over their heads
Hi Juan. I enjoyed your video but I will tell you that after 61 years as a pilot and over 6k hours, I truly loved IFR flying and 99% was operated below FL 100. I started out in a 135 operation and spent most of my remaining years in part 91 including rotorcraft IFR. While I appreciate and respect your airline career and operations, small aircraft IFR operations can be performed safely. Unfortunately, not by all............
Yeah and those folks end up dead and on KR. Often killing innocent family and friends. Juan knows the dangers, he just doesn't need it. Family is more important.
I agree with you, but the data are also pretty clear about your last sentence. It might even be said, "by most." It takes the right combination of great awareness, solid training incl. AQP-type practice, currency, and equipment for it to be _consistently_ safe over years of time. Most people simply aren't going to have all that in place (plus a great sleep beforehand every time).
@@ReflectedMiles Agreed. There are plenty of avid part 91 IFR fliers out there, they just don't end up on KR. The check their ego at the FBO before departure!
Yes Juan, you are so right to broadcast all this great information. Fantastic that you can display the SID & the actual flight path of the aircraft. Most importantly, is the voice recording. As an old USAF ATC I can hear from the piolots voice he was not confident & insecure with IFR departure (and related next step maneuvers) for his flight. That controller could hear this as well, which is why he read the SID to the pilot...but the pilot must have been overwhelmed with flying-all tasks necessary to manipulate the machine/aircraft in 0 visibility as he was asking the controller to tell him when to turn...this was a huge indication that the pilot was just not experienced enough to fly the SID especially in bad/foggy conditions. So sad. Pilots just gotta practice & believe their (million $) instruments. Juan you mention all this at the beginning of video. Your presenting these accident reviews-with graphic flight path, verbal playback of pilot & ATC conversation is absolutely fantastic! This is real world training. So glad you are motivated to do this. Thank you!👍👍👍Carry on Sir!
Juan your explanations are great, thank you for another great video that goes beyond the plain technical reasons for these incidents. Hopefully small craft pilots are also watching and benefitting from your lessons.
Both of the flight controllers were fabulous -- both ground and tower! Kudos to them. While the loss of life on any aircraft is tragic, it's still not as tragic as losing an Air Search and Rescue crew, Air Ambulance crew (and possible patient in transport) or Air Fire Service crew. As usual, just a fantastic analysis Juan!
OMG he hadn’t done his homework prior to a first attempt at a demanding SID surrounded by high terrain !!!